Circuit-controlling mechanism for electric-railway switches.



BLEST AVAILABLE COPY C. W. SQUIRBS. CIRCUIT CONTROLLING MECHANISM FOR ELECTRIC RAILWAY SWITCHES.

APPLICATION FILED JULY 25, 1911.

Patented Dec. 9, 1913.

6 SHEETSSHEET-1.

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O. W. SQUIRES. OIRGUIT CONTROLLING MECHANISM FOR ELECTRIC RAILWAY SWITCHES.

v APPLIGATION FILED JULY 25, 1911 1,080,730.

Patented Dec. 9, 1913.

6 SHEET S-SHEET 2.

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EQFEDmSQ [V/TNESSES.

G. W. SQUIBES. CIRCUIT CONTROLLING MECHANISM FOR ELECTRIC RAILWAY SWITCHES.

APPLICATION FILED JULY25, 1911.

Patented Dec. 9, 1913.

6 SHEETS-SHEET 3.

INS UL/ 7'/UN MN VENTOR.

. O. W. SQUIRES. CIRCUIT CONTROLLING MECHANISM FOR ELEOTRIC RAILWAY SWITCHES. APPLIOATION IILED JULY25, 1911.

1 80,730, Patented Dec. 9, 1913 6 SHEETS-SHEET 4.

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IVITNESSES: LVVENTOR.

0.. W. SQUIHES. CIRCUIT CONTROLLING MEGHAMSM FOR ELECTRIC RAILWAY SWITCHES. APPLICATION FILED nuns. 1911.

1,,G8GJSGO Patented De0.9,191-3A 6 SHEETSSHEET 5.

(S/95mm. wUJLA i C. W. SQUIRES. I CIRCUIT CONTROLLING MECHANISM FOR ELECTRIC RAILWAY SWITCHES.

APPLICATION FILED JULY25, 1911f Patented Dec. 9, 1913.

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To all whomizf may concern:

Be it known that I, CHARLES \Vuaaan SQUIRES, a citizen of the United States, re siding at B'ererly, in the county o1 Essex and State of Massachusetts, have invented new and useful improvements in Circuit- Controlling' Mechanisms for Electric-Railway Switches, of which the following is a specification.

My invention relates to that class ofmechanism used in connection with the trolley wire for controlling the circuits of electri cally operated track switches by the person operating,the car, and the objects of my improvements are, first, to provide a. more reliable method of operation, second, to simplify the work of installation, and third, to reduce cost of maintenance. I attain these objects by the mechanism illus trated in the accompanying drawings, in WhiCh- Figure l, is ,a side view of the device as it appears on the trolley wire. Fig. 2, is an enlarged side view of the operable portion of the device with cover removed. Fig. 3, is a sectional view on lines a, a, Fi I Fig. 4, is a plan view of the contact carriage M. Fig. 5, is a sectional View on lines F), 2'), Fig. 4. Fig. 6, is a sectional. view of the contact block L, on line 0, 0, Fig. 2. Fig. 7, is a top view of the base in its relation to the trolley wire, with part of the base plate C, and the wood block B, cut away, also showing a section of the actuating lever N. Fig. 8, is a section of the trolley wire properly shaped for attachment to the rail. .Fig. 5), is a detailed section of the base, on lines f, f, Fig. 7, combined with the trolley wire. Fig. 10, is a sectional view on lines g, 1 Fig. 7. Fig. 11, is a detailed setcional view on lines d, d, Fig. 2. Fig. 12, is a detailed sectional View on lines 0, c, Fig. 1. Fig. 2.), is a sectional view of Contact carriage in its normally inclined position on lines o, I), Fig. 4. Fig. 14 is a diagralmnatic view showing the various circuits.

Similar letters refer to similar throughout the several views.

A is'a rail shaped in cross section like an inverted V. On its upper side it" is faced with two wooden blocks i3 the upper surfaces oi"? which form a that support or plat.- l'orin "for the plate C and the operating parts fipeoification of {Hatters Iatent.

lpplieat ion filed July 25, 1811.

ELECTRIC-RAILWAY SWITCHES.

Patented Dec. 9, 1913. Serial No. 640,521.

mechanism the plate J from the rail .J The rail and the parts supported thereby are secured to the trolley wire D by clench cars A A which partly surround the trolley wire and carry threaded pins which pass up through holes in the rail A and are clamped by nuts on their upper ends. Insulating material E lS placed to insulate the clench cars from the rail and plate C. The pins holding the clench ear A also confine the retaining clip A to serve as additional means for bidding the device on the trolley wire.

The rail A is cut away for a portion of its length in the center as own in .Figs. 7 and 9 to all-ow the operating l\'3\'(3l N to pass down through it and be easily operated, and the trolley wire I) is bent as shown in Figs. 7 to 10 so that it. will pass to one side of the opening in the rail A, the. trolley wire i) being held in place by screws 0 against the plate 0 so that the plate C becomes part of the main circuit.

()n the plate C is mounted the base board F made of wood or other insulating material and on it are mounted two standards ll, ll. opposite each other and each attached at its upper end to a. block 11 of iiber or a like insulator. These parts together with the bent metal strip G form the frame oi the device. the ends of the part G beingsecured to the base by cap screws F,

F which are insulated l'roin the part G by" suitable insulation l).- Within theframe thus formed are scorn-ed three electromagnets, viz: the car circuit magnet T, thecircuit' lot-hing magnet. J and the carriage returning; magnet K.

L is a block of insulating material which carries two terminals I L one on each side. thereof near its upper edge. lre't'crably the block is made of wood with slate sides to which the terminals are attached. The terminal L is electrically cormected with the plate by means of the wire. 1 and the stud l to which it is attached and which is connected electrically by the cross arm Q. to the stud l which is in electrical contact with the plate C. The terminal L is electrically connected with the circuit locking magnet J which in turn is connectcd by wire J with the pivot stud J of switch member q the blocks serving to insulate The switch member constitutes an auxiliary armature to the core J of the circuit locking magnet J. It is made of iron for magnetic attraction and is forked carrying a spring copper strip which is suliiciently long to make electric contact with either one of two binding posts S and S according to the position of the switch member S. Each binding post is connected by a conzontal pin T. This pin projects from an arm T. which with the armature T is piv-' oted at R, to the support'for the front end of the coil T. The aperture in the armature T through which the pin T projects is sufliciently large to allow the arm T a slight in electrical contact wit 1 the plate C.

' sulating body pivotally sup movement independent of the armature T and a springT* is provided to hold the pin T normally against the upper edge of the opening in the armature. This construction allows the switch and the armature T to have a slight movement independent of each other. The drop of the armature is controlled andmay be adjusted by means-of an adjustable clip-X carrying a stud X a inst which the end of the armature rests w en the coil T is cut out of circuit so that the armature and hence the switch S will only be moved if the amperage is above a certain figure. One end of the coil T is connected to the bindin screw C which lis '1 1e other end of the coil T is connected by the wire C tothe binding screw F? by which it is electrically connected with the rail'A. M is the contact carriage which is pivoted between the standards H H It carries an abutment arm U comprising a fiber or incontact carriage M by meta lic hinge straps U U It is shod by a metal plate U and lies normally because of the position of its pivots, in the path of the projection N on the actuating lever N. The actuating lever N is pivoted at N between the standards H H and hangs down through the slot in the rail A, being held in nearly vertical position'by the s ring N the farther end of which is attached to the'lower end of a spring arm Q secured to the base of the carriage returning magnet K. By this means the actuating lever is not only enabled to yield with sufficient-freedom, but also at the proper time moves the cross arm Q}. The cross arm Q and spring N may orted from thebe omitted in which case the wire P will be directly connected to the plate C and the lever N will return to its norwai position by ravity. The lever N is operated by the 'trol ey w ieel as it passes along out of contact with the trolle wire D but in contact with the rail A. T e contact carriage M is pivotally mounted on trunnions M M supported in the standards H, H. It comprises as shown two cells M, M connected bypassages O and partially filled with mercury or other liquid conductor adapted to flow from one chamber to the other according to the slant of the carriage. It also has two arms M, M which form its sides, the ends of these arms rojecting from the front of the carriage. wo oppositely-positioned conductor studs M, M connected to the arms M", l G roject into the chamber M, their inner ends being out of-contact. 'Ihe amount of mercur or other fluid conductor used should be en cient to close the circuit through those studs M, M when the rear of the carriage is depressed so that the fluid will flow from the chamber M to chamber M When the' irriage returns to its norback to cell M Each pair of terminals L and L is mounted on a stud and the members of each pair are pressed together by a sprin L located on the outer end of the stud an between the outer terminal and a suitable pin (see Fig. 6). These terminals are so located with relation to the arms M, M that when the contact carriage is rockcdby the actuating lever N each arm M, M will be thrown.

mal position the fluid conductor will flow I between the members of one of the termi nals. The fluid which up to this moment has been in the chamber M will flow down into chamber M and connect electrically the studs M', M thus shunting the coil K and maintaining the electrical connection be tween, the terminals L and L To return the carriage M to its original position I provide a plunger rod K the ends of which form the armatures of coils J and K acting as solenoids. Each coil .l, K has a fixed core J, K which, however, passes only partially into the opening in the coil and the rod K carries a spring at its forward end, the length of the rod K and its spring being suflicient to reach from the inner end of core K to the inner end of core J against which the spring J on the rod K rests. The rod K carries a pin K and the carriage M carries a shifting arm M projecting from its upper side, these two parts being so located that when the can r-iage is in its tilted or operative position the attracting of the rod K by current in the coil J will cause the pin K to engage the arm M and throw the carriage down into its normal or inoperative position. To prevent the carriage from rebounding I prelever N.

i The operation of this device is as follows:

The plate C is always in electrical contact I with the trolley wire and one end of the coil T is also electrically connected with the plate C at the binding screw C The other end of the-coil T is electrically connected by wire'C with binding screwl and the rail Thus the coil T is dormant unless a car, the trolley of whiclris running on the rail A,'is drawing current from the trolley wire, in which case the current must pass through the coil T as it is part of the only electrical connection between the trolley wire D and the plate A. Gravity holds the switch S in its'normal position in engagement with the stud S as shown in Fig. 3. When the trolley wheel throws the actuating lever N the contact carriage is tilted so that its arms hi M engage the terminals L if. It at this moment power is shut off from the car, no current passes through T and the switch 8 remains in the positionshown in Fig. 3.

The current passes from the trolley wire D through plate C by the stud I, a cross arm Q stud l and wire P to the'terminal L Thence it passes through the arm M standand H, coil K, standard H", a'rm' M, terminalL to coil J, wire I 2 and stud J to the binding post S and the proper member of the track instrument. When the contact carriage M is tilted the gins to flow from ccll'M to M and when cell M containssuliicient fluid to close the circuit through M and M there is a .sh -rt circuit which cuts out coil K and renders the coil J etlicient to draw the. rod K forward and cause its stud K" to engage the shifting arm M on the contact carriage and return the carriage to. its normal position. thus breaking} the circuit at the tcrn'iinals L L so that the coil J is thrown out'ot' circuit. The spring J on the end of the plunger rod K then returns to its former position, and the instrun'icnt having done. its work be comes i-lcad until the next car operates thc lcvcrll. It on the other hand the circuit is closed through the car the car gets its current from the. trolley wire I) throughplate (l, binding scrcw'C coil T, wire (1 binding; screw F rail A and trolley wheel. etc. The arn'iatliu'c T is then attracted and the switch S is thrown to make contact with the binding post S \Vhen the lever is thrown the circuitmade is through the contact carriage as before, but the. current in: stead of passing through the switch S to the binding post S passes to the binding fluid conductor be.

i l l post S and from it to the other track instrument to throw the track switch in the opposite direction and thus change the direction of the car. The contact carriage is then thrown back breaking the instrument circuit position by gravity.

It is evident that other arrangements for accomplishing the same results will occur. to those skilled in the art, so that I do not mean to limit myseh to the precise construction shown although it is simple and has proved satisfactory in practice. The short-circuitin; of the coil K after the contact carriage has tilted for example, may be accomplished by other means than by mercury without departing from my invention and the lever N may-be allowed to fall by gravity without the use of a spring.

It will be noticed that the magnet J not only serves to operate the plunger rod K at the proper time, but also hclds the switch S positively against either post S or S ac and the switch resum'es its former cording to whether or not currentis passing through the magnet T. I have used the term main circuit to indicate the contact can riage and the parts electrically connected therewith.-

Having thus described my improvements, what I claim as new and desire to secure by Letters Patent is:

1. A track switch operating mechanism comprising a main circuit, a circuit locking magnet, two track switch connections and a switch member operable to connect either of the two track switch connections with the main. circuit, means operable by said circuit locking magnet while energized to hold said switch member in fixed position, a car circuit, a magnet comprised therein. and an operable connection between said car circuit. magnet and the switch member of the track switch operating circuit whereby said switch mcn'ibcr may he n'ioved, substantially as describegl.

9. A track switch operating i'x'icchanism in which is comprised a main circuit, a circuit locking magnet, two track switch connections and a switch mcn'ibcr operable to connect the main circuit with either of the two track switch connections, means operable by the said circuit locking n'iagncl. when energized to hold said switch member in fixed position during the passat'c of ourrcnt through either of the track switch connections, a car circuit. magnet. conncctible to the car and adapted to be energized when the circuit through the car is closed, an ar-- matur therefor and a connection between said armature and said switch member adapted to throw said switch member from one to the other of the track switch connections, substantially as described.

, 3. In a track switch l'nechanism, 3. normally open circuit, a contact member, a trolto move said contact will close said norirfally open circuit, an.

.be operated ley actuated member adapted to impart movement to said contact member to effect the closing of said normally open circuit, an electro-magnet in said normally open circuit and an armature operable by said magnet and adapted to cause said contact mein her to again open the normally open circuit, a second electro-magnet comprised in said normally open circuit, adapted when energized to prevent movement of the said armature, automatic means adapted to be up erated by .the movement of said contact member to effect the shunting of said second magnet within a predetermined time limit, substantially as described. 4:. A trolley wire, a circuit controlling device supported thereon, comprising a norinally open circuit, a contact member, an actuating lever suitably supported and operable by the trolley wheel of a passing ear member whereby it electro-magnet comprised in a track switch operating circuit, automatic means operable with said contact member to shunt said mag net coil, and means adapted to operate said contact member to reopen said normally open circuit, substantially as set forth.

5. In a mechanism of the kind described, the combination of a normally open circuit, a trolley'operated contact member adapted to close said circuit, an electro-magnet comprised in the normally open circuit, and means comprising an armature adapted to by said magnet whereby the energization of said magnet will cause the opening of the normally open circuit.

6. In a mechanism of the kind described, a main circuit, two track switch connections, a switch member operable to connect the main circuit with either of the track switch connections, a car operating circuit, a car circuit magnet comprised therein, anarmature for said car circuit magnet, a CO1H1QC tion between said armature and the said switch member whereby said armature when attracted, will operate said switch member, and means adapted to adjust the unatti'acted position of the armature whereby the movement of said armature of the car circuit magnet is limited to occur only at a predetermined amperage. I

7. In a mechanism of the. kind described, a normally open circuit, a contact member, means operable by the trolley wheel of a car to move said contact member to eiiect the closing of said circuit, an electro magnet comprised in said circuit, and moansv operable by said magnet to' ellect the movement of said contact member to again open the normally open circuit.

8. In a mechanism of the kind described, a normally open circuit, a member adapted to close said circuit, means "for causing it to nection between said .track switch connections, an

in said main circuit, said electroclose said circuit operable by the moving car, two electro-magnets comprised in sai circuit, said magnets being adapted to co operate with each other to operate said contact member to open said circuit after the same has been closed through the action of the trolley wheel of a passing car. i

9. In a mechanism of the kind described, in combination with a circuit-controlling device, a main circuit, two track switch connections, a switch member operable to connect the main circuit with either of the track switch connections, an electro-magnct adapted when energized to hold said switch member in one position, a car'operable circuit, an electrounagnet comprised therein, an armature therefor, and a y'ieldin conarmature an said switch member whereby the attraction of said armature will operate said switch memher only when said first-named electro-mag net is not energized.

10. In a mechanism of the kind described, a normally open circuit, acontact member adapted to close and opensaid circuit, an electro-magnet comprised in said circuit, means actuated by the trolley wheel of a passing car whereby the said contact mem her is moved to close the normally open circuit, and means operable to shunt said electromagnet to effect the movement of the said contact member.

11. In a mechanism of the kind described, a normally open circuit, a contact member, means operable by the trolley 'wheel of a car to effect the movement of said contact meinher to close said normally open circuit, an clcctro-magnet comprised in said normally open circuit,means operable by the said electro-magnet to effect the return of said contact member to its normal position, a second electro-magnet comprised in said normally open circuit adapted when energized to delay the action of said first mentioned clectro-i'nagnet in effecting the return of said contact member to its normal position, a pair of normally disconnected terminals, operablewvhen connected to effect the shunting of the second mentioned .electro-magnet, and gravity acting means cooperablewith the saidcontact member to connect said terminals.

12. A main circuit, two track switch con nections, a switch member adapted ,to connect said main circuit with either of the two eloctro-magnet comprised magnet being operable to retain said switch member in fixed position'during a passage of current through'its coils, a car circuit, an 'electro-magnet comprised therein, and yielding means operable by said last named OlGOtIOJHHgHGb to reverse the position of said switch member whereby current may be c .:;ils, a crhnlact member and mechanical supplied to either of the two track switch connections, substantially as set forth.

13. A normally open circuit, two track switch connections, a switch member adapted to connect the r ain circuit witheither of the two track sw ;ch connections, an electrc-maguet comprised in said main circuit, said electro-magnet being operable to main tain said switchmember in fixed position during a passage of current through its means operable by the trolley wheel of a passing car whereby said contact-member is moved to' close said normally open main circuit.

14. In a circuit controlling mechanism, in combination, a normally open electric circuit, a contact member, means'adapted to be operated by the trolley wheel of a passing car to cause it to close said circuit, an electromagnet comprised in said normally open.v

circuit, and operable connections whereby the said contact. member will automatically open said normally open electric circuit, when closed, substantially as described.

15. A circuit controlling device adapted to be operated by the trolley wheel or" a car, comprising a metal rail having a central longitudinal slot therein, a metal plate supported by said metal rail, said metal plate also being provided with a slot registering with the slot in said rail, a trolley operated actuating lever, adapted to hang centrally with the rail through said slots, a trolley wire, meanswhereby the trolley wire may be secured to the said metal plate out olline with said slots, and means operable by said lever comprising an electric circuit, and switch mechanisms operable thereby whereby a track s'witch may be operated.

16. In a switch controlling device, an electro-magnetl. an adjustable armature, a spring arm adapted to move therewith and have a motion in relation thereto, and a. switch menu lair connected to said arm whereby said member may be moved to close a cirtnut by said armature irrespective of the le ,QLil of movement of said armature.

, .17. In combination,acar-operated circuit,

an electro-magnet comprised therein, an armature for said electro-magnet, a main swit :h-operating circuit, an electro magnet therein, two track switch connections, a switch member operable to tflivert the current from the main to either of said track switch connections and adapted to be held in one position by ,said last-nai'ned electro magnet when energized, and yielding means of mechanical connection between said armature and said switch member whereby when saidlast-na'mcd electro-magnet isenergized to'hold sa d switch member. said armature may be attracted without moving said switch member, but when said electroconneetionF, a switch member operable to divert the current from the main to one of saidbranoh circuits. yielding means of connection between the said armature and the said switch member whereby said switch member may be moved to connect said main circuit with either track switch connection, and adjustable means to limit the movement of said armature whereby said armature may be set to operate at a predetermined amperage applied through the car operated circuit for the operation of a track switch.

19. A track switch mechanism comprising a rail, a trolley wire insulated therefrom, a. plate mounted on said rail and insulated therefrom connected to said trolley wire, a car circuit magnet connected at one end to said plate and at the other to said rail, a switch operating mechanism mounted on said plate operable by said car circuit. magnet, and an electric switch operated by said car circuit magnet, and means for elect.1-i cally connecting said rail and said trolley wire whereby when the circuit is closed through the car' the current will pass from said trolley wire through said magnet and said rail and said switch will be thrown.

20. A section of angle iron adaptable to be, supported on the trolley wire, said angle iron providing a runway for the trolley wheel of a passing car, a metal plate sup- )orted by, but electrically insulated front I said angle iron, longitud nal openingin said angle iron, said opening: being suitable to allow of the trolley wire eing bent upward for attachment to said metal plate,

and means for securing the trolley wire to.

said metal plate, substantially as described.

21. In a device of the kind described, in combination with a switch operating circuit and a magnet comprised therein, a gravity acting switching member adapted to shunt the current of said magnet to effect the open-- ing of the switch operating circuit, substantially as set forth.

22. .ln a mechanism of the kind described, acar circuit magnet, a no anally open switchoperating circuit, a trolley operated switch member adapted to close said norn'ially open circuit, and automatic means operable with said switch member to cause the return of said switch member to its normal position.

23. In a mechanism of the hind described, a car circuitmagnet. an armature therefor, a. normally open main circuit, two switchoperating circuits, a switch member operable to connect the main circuit with either ofthe two switch-operating circuits, an op return of said switch member to its normal erable connecticn between the armature of position within a predetermined length of the car circuit magnet and the said switch time, substantially as set forth. member, a trolley-operated switch member CHARLES W. SQUIRES.

. adapted to close said normally open circuit, Witnesses:

and automatic means operable with said- LOUIS M. BROWN, trolley-operated switch member to cause the EVA M. WARD. 

